EP3904600B1 - Mobile vehicle lock for installation on a flat surface - Google Patents

Mobile vehicle lock for installation on a flat surface Download PDF

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Publication number
EP3904600B1
EP3904600B1 EP21171012.4A EP21171012A EP3904600B1 EP 3904600 B1 EP3904600 B1 EP 3904600B1 EP 21171012 A EP21171012 A EP 21171012A EP 3904600 B1 EP3904600 B1 EP 3904600B1
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EP
European Patent Office
Prior art keywords
vehicle
vehicle barrier
sliding
barrier
sliding plane
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EP21171012.4A
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German (de)
French (fr)
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EP3904600C0 (en
EP3904600A1 (en
Inventor
Markus Tenwinkel
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Tenwinkel & Co Kg GmbH
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Tenwinkel & Co Kg GmbH
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Priority to EP21205317.7A priority Critical patent/EP4083324B1/en
Publication of EP3904600A1 publication Critical patent/EP3904600A1/en
Application granted granted Critical
Publication of EP3904600B1 publication Critical patent/EP3904600B1/en
Publication of EP3904600C0 publication Critical patent/EP3904600C0/en
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
    • E01F13/12—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions for forcibly arresting or disabling vehicles, e.g. spiked mats

Definitions

  • the invention relates to a mobile vehicle barrier for installation on a flat surface with the features of the preamble of claim 1.
  • Mobile vehicle barriers are used to create a protective area against vehicles and thus serve to protect large events, for example.
  • Typical locations are access roads to the event site, which should be secured against unauthorized traffic for the duration of the event. Further fields of application arise due to the risk of terrorist attacks with vehicles in public spaces.
  • Some vehicle barriers also made of concrete or reinforced concrete, are already known in the prior art, for example from DE 10 2017 108 226 A1 or DE 20 2017 107 900 U1 .
  • the blocking elements are connected to each other by steel cables or chains, but they can only stop vehicles insufficiently because they act solely through their mass, but are displaced by heavier vehicles in the event of an impact.
  • the US 2012/0257925 shows the concept of a vehicle lock with two parts that can be moved against each other along a sliding plane that rises towards the rear.
  • the parts that can be moved against each other should be arranged below ground level and the impact occurs on a rod element protruding from the upper part, which requires extensive civil engineering work and does not allow mobile use.
  • the vehicle lock is not designed to tilt backwards when unfolded and thus also act against the vehicle floor from below.
  • the object of the invention is to create a mobile, uncomplicated and inexpensive vehicle barrier that can be set up on a flat surface and that can withstand an attempt to break through and thus offers effective protection.
  • the invention proposes a mobile vehicle lock with the features of claim 1.
  • the vehicle lock according to the invention essentially consists of a lower part and an upper part. They are positively connected to each other via a tension element.
  • the lower and upper parts are preferably made of concrete, especially reinforced concrete.
  • the vehicle barrier has a high mass, which as such offers protection against light vehicles.
  • the basic shape of the vehicle barrier When closed, the basic shape of the vehicle barrier is approximately cuboid.
  • the upper and lower parts preferably complement each other to form a uniform body with flush side surfaces.
  • Such an external design is less functional. Rather, it serves to offer a less martial but largely neutral aesthetic appearance in public spaces.
  • the functional peculiarity of the vehicle lock according to the invention is that it changes its configuration due to the conditions of the vehicle in the event of an impact, whereby the center of gravity changes and it ultimately tilts backwards by 90°, whereby the impacting vehicle is lifted.
  • the barrier is only partially tilted, i.e. by around 10° to 80°, which results in a intentionally wedged under the front of the vehicle.
  • the kinetic energy is dissipated obliquely towards the ground.
  • the vehicle lock In the event of a vehicle impact, the vehicle lock is initially pushed open, i.e. the upper part is displaced between the upper and lower parts in the sliding plane formed between the upper and lower parts.
  • sliding plane is used here for the contact surface between the upper and lower parts. This surface can be two-dimensional, i.e. flat in the geometric sense. But it can also be curved so that a convex upper part rests on a concave lower part or vice versa.
  • the vehicle lock develops its full locking effect through the wedging effect of the L-shaped or Z-shaped geometry - seen in side view - which is assumed by the unfolding.
  • the vehicle lock can tilt backwards around a rear edge of the lower part after it has been completely pushed on along the intended offset path, which is positively limited by a tension element.
  • the rotational movement is only stopped when an upper rear edge of the pushed-on upper part hits the ground, with the edge possibly even pressing into the ground if the ground is soft and the vehicle lock is thus fixed to the ground in a form-fitting manner.
  • the impacting motor vehicle is stopped in the Z geometry of the blocking position, so it cannot simply be rolled over. It is raised vertically by the additional rotation caused.
  • the change in altitude converts part of the kinetic energy into potential energy, the so-called positional energy.
  • the lower part of the tilted vehicle lock can become wedged on the vehicle underbody. The steering and driving effect of the raised front wheels is lost as soon as the vehicle is raised or a wheel comes into the sliding plane on the pushed-on vehicle lock
  • the lower part and the upper part may only be displaceable relative to one another over an offset distance of preferably 30% to 45% of the total length and must be positively connected to one another in the pushed-on position in order to prevent the upper part from sliding too far from the lower part and the unfolded configuration until the end of the vehicle's delay.
  • the form-fitting fixation of the two concrete parts to one another for the purpose of limiting the offset distance takes place via one or more tension elements of appropriate length.
  • the tension elements are so deformable that they can be accommodated in the sliding plane to save space.
  • the tension elements are accommodated in recesses in the upper and lower parts, which open towards the sliding plane. This means that they are not visible in the initial state when the barrier element is in place and are protected from the weather and dirt.
  • Chains steel cables or high-strength plastic cables can be used as tension elements.
  • the tension elements are preferably attached to anchor elements such as eyebolts, which are recessed in the recesses.
  • the tension element is also possible e.g. B. to connect it to the reinforcement in the form of a chain and to pour it into the concrete body of the lower and/or upper part.
  • the vehicle lock can be pushed open, even if the lower part is not anchored to the ground and if only small frictional forces act in the contact plane between the ground and the lower part.
  • the lower part must be heavier than the upper part.
  • this is achieved through the geometric design in the form of the correct volume ratio, and on the other hand, the mass ratio is additionally improved through the use of different types of concrete.
  • the lower part should therefore preferably be made from heavy concrete with a density of 2.7 to 5.3 g/cm 3 and the upper part from normal concrete with a density of 2.4 to 2.6 g/cm 3 .
  • the mass of the lower part can be almost twice as large as that of the upper part.
  • the mass of the lower part should be at least 1.25 times the mass of the upper part and preferably be at least 50% heavier.
  • the angle of inclination of the sliding plane between the upper and lower parts influences the height of the vehicle lock in its unfolded locking position, as well as the length of the horizontal lever that is wedged under the motor vehicle.
  • the sliding plane rising in the direction of impact is preferably aligned at an angle of 20° - 40° to the contact plane of the lower part.
  • At least one of the two concrete bodies is coated on an outer surface, preferably on all outer surfaces, with polyurea or polyurethane (PUR) thick coatings with a thickness of 300 ⁇ m to 4 mm or a similar suitable material.
  • PUR polyurea or polyurethane
  • the PUR layer serves as splinter protection.
  • the very tear-resistant PUR layer is intended to hold the concrete splinters together inside and in this way limit or prevent danger to nearby passers-by as much as possible.
  • the PUR layer significantly increases the friction with the ground and thus the vehicle is braked to a standstill more quickly. Furthermore, the PUR layer protects the relatively sensitive concrete surface against chipping and surface damage when setting up and dismantling the mobile vehicle barrier in different locations.
  • Splinter protection can be supplemented by using metal and/or plastic fibers in reinforced concrete.
  • the fibers hold the concrete splinters together after the concrete breaks. This means that significantly fewer small splinters form and the danger to nearby passers-by is further reduced.
  • the friction can also be increased by cast-in, sharpened bolts, mandrel elements or serrated strips on the back of the lower part and/or on the downward-tilting front edge of the upper part.
  • the bolts are preferably hidden in a PUR layer and only become wedged into the ground when the motor vehicle hits the ground. The impact-decelerating forces between the vehicle barrier and the ground can be significantly increased in this way.
  • a further advantageous embodiment of the vehicle lock according to the invention provides for the friction between the lower and upper parts to be specifically minimized. Therefore, there is no PU layer between the two components. Instead, the coefficient of friction in the sliding plane should be as low as possible. This is achieved by e.g. B at least one of the two parts is provided on the side facing the sliding plane with a sliding element such as a sliding plate or sliding rail made of steel or plastic.
  • one or two form-fitting guide elements in the sliding plane prevent a lateral displacement of the upper and lower parts in the closed and open states and while the shut-off element is being pushed on.
  • the guide elements are preferably formed by a raised web on the sliding plane on one part and a compatible groove in the sliding plane on the other part.
  • Guide elements are particularly useful configurations because of the use of a flexible tension element such as a chain provided according to the invention, so that a certain direction of relative movement between the upper and lower parts can be enforced.
  • Figure 1 shows a mobile vehicle barrier 100 according to a first embodiment of the invention in the initial closed state, i.e. the way the vehicle barrier 100 appears after it has been set up in a public space.
  • It essentially consists of a lower part 10 and an upper part 20, which are each made of reinforced concrete and complement each other to form an approximately cuboid overall body.
  • a front side 11 of the lower part 10 and a front side 21 of the upper part 20 are aligned towards the expected impact direction of a vehicle, which is indicated by the block arrow, whereas a back side 19 faces a protection zone.
  • a locking arrangement 200 which is formed by coupling several such vehicle locks 100, is in Figure 10 shown.
  • the vehicle locks 100 are each in pairs by coupling elements 101 in the form of chains connected with each other. This allows a larger protection area to be cordoned off.
  • the top part 20 is at the in Figure 1 illustrated embodiment is formed on its top 25 with a trough 24, which is used for vehicle barriers 100 permanently stationed at one location, for example. B. enables planting. If set up temporarily, plant or decorative boxes can be accommodated.
  • eyebolts 36 on the top serve primarily to be able to place the upper part 20 on the lower part 10 or to remove it from it, so that the parts 10, 20 can be transported or stored separately.
  • a removable transport lock between the upper and lower parts 10, 20 in the form of a bolt or screw connection is also possible, so that the entire vehicle lock 100 can be lifted via the eyebolts 36 on the top.
  • both parts 10, 20 are each wedge-shaped and lie against each other on a sliding plane G, which is formed by contact surfaces 12, 22.
  • the lower part 10 has two forklift pockets 13 on its underside to make loading the vehicle barrier 100 easier.
  • Eye bolts 35 connected to the inner steel reinforcement of the lower part 10 are provided not only on the two side surfaces, but also on the underside in order to enable a lateral connection or chaining of several vehicle barriers 100 or a connection to anchor points on the ground. It is also possible to provide an embedded tube that extends across the width in order to insert a barrier chain into it.
  • the pushed-on or unfolded locking position is in Figure 3 from the same angle as in Figure 1 shown.
  • the lower part 10 has remained in its position.
  • the upper part 20 is pushed upwards relative to it in the sliding plane between the contact surfaces 12, 22.
  • a pointed rear edge 25 of the upper part 20 also protrudes far beyond the lower part 10.
  • a look at the contact surface 12 of the lower part 10 shows that a recess 16 is provided therein, in which a chain 30 is accommodated as a tension element, which connects the lower and upper parts 10, 20 to one another in a form-fitting manner.
  • two parallel webs 17 are formed as guide elements on the contact surface 12.
  • the pushed-on or unfolded locking position is again in a slightly different form Figure 4 shown.
  • the upper part 20 is shown cut in the middle, so that a recess 26 in the upper part 20 is visible, which, together with the recess 16 of the lower part 10, accommodates the chain 30 serving as a tension element.
  • the chain 30 is attached to an anchor element 32 in the form of an eyebolt in the upper part 20 and in the lower part 10 to another anchor element, not visible here.
  • the tension element 30 is tightened, that is, in this position the maximum possible offset distance between the lower part 10 and the upper part 20, which is determined by the length of the tension element 30, is reached.
  • FIG. 5 shows, in which an upper part 20 slightly raised by the lower part 10 is shown as seen from the back 19 of the vehicle lock 100, the counterpart to the webs 17 of the lower part 10 consists of receiving grooves 27 which are formed in the contact surface 22 of the upper part 20. Due to the positive engagement of the webs 27 in the receiving grooves 27, the upper and lower parts 20, 10 are positioned in the correct position relative to one another when they are put together and are held in this way during transport and installation. When the vehicle lock 100 is pushed open in the event of an impact, the upper part 20 is only displaced along the sliding plane relative to the lower part 10, without being pushed away to the side or rotating.
  • Figure 6A is a sectional view of the mobile vehicle lock 100 in the initial closed state. From this, the position of the eyebolts 31, 32 in the recesses 16, 26 and the accommodation of the non-tightened, loose tension element 30 therein become clear. The upper part 20 rests on the lower part 10 and is prevented from slipping by the boundary edge 18.
  • Figure 6B shows the locked position of the vehicle lock 100.
  • the upper part 20 is displaced backwards and upwards along the sliding plane G by the maximum offset distance V, whereby it always maintains contact with the lower part 10 due to its own mass as well as because of the coupling via the tension element 30.
  • the tension element 30 is tightened and thus limits the offset distance V.
  • the function of the vehicle lock 100 according to the invention is explained below based on the in Figures 7 to 9 the sequence of movements shown is explained; the figures each show a vehicle barrier 100 with a vehicle 2 in a side view.
  • a vehicle 2 is located directly in front of the vehicle barrier 100, which is set up on a flat surface 1. This is still in the initial state, that is, the lower part 10 and upper part 20 lie completely against one another in the sliding plane G and visually form a uniform body.
  • the area to be protected is located on the back 19 facing away from the vehicle 2.
  • the vehicle lock 100 tilts backwards around the edge 15 until the edge 25 of the upper part 20 hits the ground 1, as in Figure 9 shown. Since the vehicle barrier 100 now rests with two edges 15, 25 on the surface 1, the probability that the vehicle barrier 100 will be positively fixed on the surface 1 due to stones, edges, etc. located there or a yielding unpaved surface, etc. is essential higher than if a smooth surface were to rest on the surface 1.
  • vehicle lock 100 is dimensioned such that the Z configuration of the locking position results in the original front side 11 of the lower part 10 being pressed into the vehicle floor from below and the vehicle 2 being lifted.
  • Figure 11 shows a mobile vehicle lock 100 'according to a second embodiment of the invention in the extended locking state.
  • the basic configuration is very similar to the previously described embodiment of the vehicle lock 100. It in turn consists of a lower part 10' and an upper part 20', which are each made of reinforced concrete and complement each other to form an approximately cuboid overall body. A front side 11' of the lower part 10' and a front side 21' of the upper part 20' are oriented towards the expected impact direction of a vehicle, which is indicated by the block arrow, whereas a back side 19' faces the protection zone.
  • the upper part 20' is formed with a trough 24' on its upper side 25 and has anchor elements 36 in the form of eyebolts on the upper side.
  • a contact surface 22' is formed on its underside, with which it rests on a contact surface 12' of the lower part 10'.
  • the top 20 is in the view of Figure 11 pushed up relative to the lower part 10 '.
  • a pointed rear edge 25 of the upper part 20 also protrudes far beyond the lower part 10.
  • a look at the contact surface 12' of the lower part 10' shows that a recess 16 is provided therein, in which a chain is accommodated as a tension element 30. This is fixed to an anchor element 32 in the lower part and another anchor element in the upper part.
  • two parallel webs 17 are formed as guide elements on the contact surface 12'. Lateral connections are possible using additional eyebolts 35.
  • a boundary edge 18' which projects slightly above the contact surface 12' on the lower part 10', secures the upper part 20' in a form-fitting manner so that it cannot slip off the lower part 10.
  • the mobile vehicle barrier 100′ according to the second embodiment corresponds to the first embodiment.
  • FIG. 12 The perspective view of the side surface in Figure 12 shows the difference.
  • Both parts 10', 20' are still essentially wedge-shaped and have contact surfaces 12', 22' lying against one another. However, these are not flat, but each have an arc shape with a concave contact surface 12 'on the lower part 10' and a convex contact surface 22'.
  • the concave-concave design of the sliding surface enables the Vehicle lock 100 'that the upper rear edge 25' of the upper part 20' is pushed out approximately 40% higher than the edge 25 of the upper part 20 of the vehicle lock 100.
  • Figure 15 shows a perspective view of a third embodiment of a vehicle lock 100". This differs from the vehicle lock 100 according to the first embodiment only in that in the area of a rear edge 15" of a lower part 10" there are several mandrel elements 14" spread apart from the edge 15". are embedded in the concrete body. These are preferably connected to the reinforcement in the lower part 10". The upper part 20 and the tension element between them are completely unchanged.
  • the vehicle lock 100" is shown in two superimposed stages, each in a side view. It is clear that in the preferred embodiment shown, the mandrel elements 14" do not yet penetrate into the ground 1 in the initial state, otherwise the rear edge 15" will break when set up on a paved surface 1 there would be no contact with the surface 1 and the tipping and rolling process described above around the edge 15" cannot be initiated upon impact. However, as soon as the tilting movement begins, the mandrel elements 14" soon form the lowest point, so that the weight forces of the vehicle driving onto the vehicle barrier 100" and the barrier itself cause the mandrel elements 14" to penetrate into the ground 14".

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Lock And Its Accessories (AREA)

Description

Die Erfindung betrifft eine mobile Fahrzeugsperre zur Aufstellung auf einem ebenen Untergrund mit den Merkmalen des Oberbegriffs des Anspruchs 1.The invention relates to a mobile vehicle barrier for installation on a flat surface with the features of the preamble of claim 1.

Mobile Fahrzeugsperren werden zur Bildung eines Schutzbereiches gegenüber Fahrzeugen eingesetzt und dienen so dem Schutz z.B. von Großveranstaltungen. Typische Einsatzstellen sind Zufahrtsstraßen zum Veranstaltungsgelände, die für den Zeitraum der Veranstaltung gegen unbefugtes Befahren gesichert werden sollen. Weitere Anwendungsfelder ergeben sich aufgrund der Gefahr terroristischer Anschläge mit Fahrzeugen im öffentlichen Raum.Mobile vehicle barriers are used to create a protective area against vehicles and thus serve to protect large events, for example. Typical locations are access roads to the event site, which should be secured against unauthorized traffic for the duration of the event. Further fields of application arise due to the risk of terrorist attacks with vehicles in public spaces.

Im Stand der Technik sind bereits einige Fahrzeugsperren, auch aus Beton, bzw. Stahlbeton bekannt, zum Beispiel aus der DE 10 2017 108 226 A1 oder DE 20 2017 107 900 U1 . Hierbei sind die Sperrelemente durch Stahlseile oder Ketten mit einander verbunden, können aber Fahrzeuge nur unzureichend aufhalten, da sie allein durch ihre Masse wirken, aber durch schwerere Fahrzeug beim Anprall verschoben werden.Some vehicle barriers, also made of concrete or reinforced concrete, are already known in the prior art, for example from DE 10 2017 108 226 A1 or DE 20 2017 107 900 U1 . The blocking elements are connected to each other by steel cables or chains, but they can only stop vehicles insufficiently because they act solely through their mass, but are displaced by heavier vehicles in the event of an impact.

Andere Sperren werden zur Verstärkung im Straßenboden verankert, wie bei DE 10 2017 120 866 A1 . Die Erfindung ist nachteilig, da eine Verankerung im Boden nicht immer möglich ist, gerade bei der Errichtung eines temporären Schutzbereichs.Other barriers are anchored to the road surface for reinforcement, as in DE 10 2017 120 866 A1 . The invention is disadvantageous because anchoring in the ground is not always possible, especially when setting up a temporary protective area.

Die US 2012/0257925 zeigt das Konzept einer Fahrzeugsperre mit zwei Teilen, die entlang einer zur Rückseite ansteigenden Gleitebene gegeneinander verschiebbar sind. Allerdings sollen die gegeneinander verschiebbaren Teile unterhalb der Erdgleiche angeordnet werden und der Anprall an einem vom Oberteil herausragenden Stabelement erfolgen, was umfangreiche Tiefbauarbeiten erforderlich macht und keine mobile Nutzung erlaubt. Außerdem ist die Fahrzeugsperre nicht dafür konzipiert, im aufgefalteten Zustand nach hinten zu kippen und dadurch auch von unten gegen den Fahrzeugboden zu wirken.The US 2012/0257925 shows the concept of a vehicle lock with two parts that can be moved against each other along a sliding plane that rises towards the rear. However, the parts that can be moved against each other should be arranged below ground level and the impact occurs on a rod element protruding from the upper part, which requires extensive civil engineering work and does not allow mobile use. In addition, the vehicle lock is not designed to tilt backwards when unfolded and thus also act against the vehicle floor from below.

Die Aufgabe der Erfindung besteht darin, eine mobile, im Aufbau unkomplizierte und kostengünstige Fahrzeugsperre zu schaffen, die auf einem ebenen Untergrund aufgestellt werden kann und die einem Durchbruchsversuch standhält und somit einen effektiven Schutz bietet.The object of the invention is to create a mobile, uncomplicated and inexpensive vehicle barrier that can be set up on a flat surface and that can withstand an attempt to break through and thus offers effective protection.

Hierfür schlägt die Erfindung eine mobile Fahrzeugsperre mit den Merkmalen des Anspruchs 1 vor.For this purpose, the invention proposes a mobile vehicle lock with the features of claim 1.

Die erfindungsgemäße Fahrzeugsperre besteht im Wesentlichen aus einem Unterteil und einem Oberteil. Sie sind über ein Zugelement formschlüssig miteinander verbunden. Unter- und Oberteil bestehen vorzugsweise aus Beton, insbesondere Stahlbeton. Dadurch besitzt die Fahrzeugsperre eine hohe Masse, die schon als solche einen Schutz gegenüber leichten Fahrzeugen bietet.The vehicle lock according to the invention essentially consists of a lower part and an upper part. They are positively connected to each other via a tension element. The lower and upper parts are preferably made of concrete, especially reinforced concrete. As a result, the vehicle barrier has a high mass, which as such offers protection against light vehicles.

Im geschlossenen Zustand ist die Grundform der Fahrzeugsperre in etwa quaderförmig. Ober- und Unterteil ergänzen sich vorzugsweise zu einem einheitlichen Körper mit bündigen Seitenflächen. Eine solche äußere Gestaltung ist weniger funktional bedingt. Sie dient vielmehr dazu, eine wenig martialische, sondern weitgehend neutrale ästhetische Erscheinung im öffentlichen Raum zu bieten.When closed, the basic shape of the vehicle barrier is approximately cuboid. The upper and lower parts preferably complement each other to form a uniform body with flush side surfaces. Such an external design is less functional. Rather, it serves to offer a less martial but largely neutral aesthetic appearance in public spaces.

Die funktionale Besonderheit der erfindungsgemäßen Fahrzeugsperre besteht darin, dass sie durch die Gegebenheiten des Fahrzeuges beim Anprall ihre Konfiguration ändert, wodurch sich der Schwerpunkt ändert und sie schließlich gezielt um 90° nach hinten abkippt, wobei das anprallende Fahrzeug angehoben wird. Je nach den Gegebenheiten des anprallenden Fahrzeuges wird die Sperre nur teilweise gekippt, also um etwas 10° bis 80°, wodurch sich ein gewolltes Verkeilen unter der Vorderseite das Fahrzeuges ergibt. Dadurch wird die kinetische Energie schräg in Richtung des Bodens abgeleitet.The functional peculiarity of the vehicle lock according to the invention is that it changes its configuration due to the conditions of the vehicle in the event of an impact, whereby the center of gravity changes and it ultimately tilts backwards by 90°, whereby the impacting vehicle is lifted. Depending on the conditions of the impacting vehicle, the barrier is only partially tilted, i.e. by around 10° to 80°, which results in a intentionally wedged under the front of the vehicle. As a result, the kinetic energy is dissipated obliquely towards the ground.

Im Falle eines Aufpralls eines Fahrzeugs wird die Fahrzeugsperre zunächst aufgeschoben, d.h. das Oberteil wird in der zwischen Ober- und Unterteil ausgebildeten Gleitebene zwischen Ober- und Unterteil verschoben.In the event of a vehicle impact, the vehicle lock is initially pushed open, i.e. the upper part is displaced between the upper and lower parts in the sliding plane formed between the upper and lower parts.

Der Begriff "Gleitebene" wird hier für die Kontaktfläche zwischen Ober- und Unterteil verwandt. Diese Fläche kann zweidimensional, also im geometrischen Sinn eben sein. Sie kann aber auch gekrümmt sein, so dass ein konvexes Oberteil an einem konkaven Unterteil anliegt oder umgekehrt.The term “sliding plane” is used here for the contact surface between the upper and lower parts. This surface can be two-dimensional, i.e. flat in the geometric sense. But it can also be curved so that a convex upper part rests on a concave lower part or vice versa.

Da die Gleitebene oder die gekrümmte Gleitfläche jeweils nach hinten oben ansteigt, wird das Oberteil zugleich in Aufprallrichtung nach vorn und dabei zudem in dem durch die Gleitebene definierten Winkel bzw. entlang des durch die Gleitfläche vorgegebenen Bogens nach oben verschoben. Im offenen Zustand entfaltet die Fahrzeugsperre ihre volle Sperrwirkung durch die verkeilende Wirkung der - in Seitenansicht gesehen - L-förmigen oder Z-förmigen Geometrie, welche durch die Auffaltung eingenommen wird.Since the sliding plane or the curved sliding surface rises towards the rear, the upper part is simultaneously moved forward in the direction of impact and also upwards at the angle defined by the sliding plane or along the arc specified by the sliding surface. In the open state, the vehicle lock develops its full locking effect through the wedging effect of the L-shaped or Z-shaped geometry - seen in side view - which is assumed by the unfolding.

Die kinetische Energie des Kraftfahrzeugs wird durch mehrere Effekte reduziert:

  • Sie wird durch Reibung zwischen der Fahrzeugsperre und dem Untergrund reduziert.
  • Die Verzögerungskräfte werden durch die Geometrie im aufgefalteten Zustand und deren verkeilende Wirkung ebenfalls stark erhöht.
  • Außerdem wird ein Anteil der kinetischen Energie durch die vertikale Verlagerung wenigstens eines der beiden Hauptelemente der Fahrzeugsperre und das Anheben des Fahrzeugs in potenzielle Energie umgewandelt.
  • Weiterhin treten beim Anprall auf die Fahrzeugsperre, die eine hohe Masse besitzt, Deformationen an dem Kraftfahrzeug auf, wodurch ein zusätzlicher Teil der kinetischen Energie absorbiert wird.
The kinetic energy of the motor vehicle is reduced by several effects:
  • It is reduced by friction between the vehicle barrier and the ground.
  • The deceleration forces are also greatly increased by the geometry in the unfolded state and its wedging effect.
  • In addition, a portion of the kinetic energy is converted into potential energy by the vertical displacement of at least one of the two main elements of the vehicle barrier and the lifting of the vehicle.
  • Furthermore, when it hits the vehicle lock, which has a high mass, deformations occur in the motor vehicle, as a result of which an additional portion of the kinetic energy is absorbed.

Besonders vorteilhaft ist, dass die Fahrzeugsperre nach dem vollständigen Aufschieben entlang der vorgesehenen und formschlüssig durch ein Zugelement begrenzten Versatzstrecke um eine rückwärtige Kante des Unterteils nach hinten abkippen kann. Die Rotationsbewegung wird erst dadurch gestoppt, dass eine obere rückwärtige Kante des aufgeschobenen Oberteils auf dem Untergrund aufschlägt, wobei sich die Kante bei einem weichen Untergrund eventuell sogar in den Untergrund eindrückt und die Fahrzeugsperre damit formschlüssig am Untergrund festgelegt ist.It is particularly advantageous that the vehicle lock can tilt backwards around a rear edge of the lower part after it has been completely pushed on along the intended offset path, which is positively limited by a tension element. The rotational movement is only stopped when an upper rear edge of the pushed-on upper part hits the ground, with the edge possibly even pressing into the ground if the ground is soft and the vehicle lock is thus fixed to the ground in a form-fitting manner.

Das anprallende Kraftfahrzeug wird in der Z-Geometrie der Sperrstellung aufgehalten, kann also nicht einfach überrollt werden. Es wird durch die zusätzlich verursachte Rotation vertikal angehoben. Dabei wird durch die Höhenänderung ein Teil der kinetischen Energie in potenzielle Energie, die sogenannte Lageenergie, umgewandelt. Die abgekippte Fahrzeugsperre kann sich mit ihrem Unterteil am Fahrzeugunterboden verkeilen. Die Lenk- und Antriebswirkung der angehobenen Vorderräder geht verloren, sobald das Fahrzeug angehoben wird, oder ein Rad auf die Gleitebene an der aufgeschobenen Fahrzeugsperre gerätThe impacting motor vehicle is stopped in the Z geometry of the blocking position, so it cannot simply be rolled over. It is raised vertically by the additional rotation caused. The change in altitude converts part of the kinetic energy into potential energy, the so-called positional energy. The lower part of the tilted vehicle lock can become wedged on the vehicle underbody. The steering and driving effect of the raised front wheels is lost as soon as the vehicle is raised or a wheel comes into the sliding plane on the pushed-on vehicle lock

Das Unter- und das Oberteil dürfen nur über eine Versatzstrecke von vorzugsweise 30% bis 45% der Gesamtlänge relativ zueinander verschiebbar sein und müssen in der aufgeschobenen Position formschlüssig miteinander verbunden sein, um ein zu weites Abgleiten des Oberteils vom Unterteil zu verhindern und die aufgefaltete Konfiguration bis zum Ende der Verzögerung des Fahrzeugs zu erhalten.The lower part and the upper part may only be displaceable relative to one another over an offset distance of preferably 30% to 45% of the total length and must be positively connected to one another in the pushed-on position in order to prevent the upper part from sliding too far from the lower part and the unfolded configuration until the end of the vehicle's delay.

Vorteilhaft für die Kopplung der beiden Hauptelemente ist es, wenn diese beide jeweils aus Stahlbeton bestehen, denn dadurch ist eine direkte, zugfeste Verbindung der Zugelemente mit der Bewehrung möglich. Die hohen, beim Auffalten der Fahrzeugsperre auf das Zugelement wirkenden Kräfte können gut über die Bewehrung in die beiden Betonteile eingeleitet und auf die Gesamtmasse verteilt werden.It is advantageous for the coupling of the two main elements if they are both made of reinforced concrete, because this enables a direct, tensile connection of the tension elements to the reinforcement. The high forces acting on the tension element when the vehicle barrier is unfolded can be easily introduced into the two concrete parts via the reinforcement and distributed over the total mass.

Die formschlüssige Festlegung der beiden Betonteile aneinander zum Zwecke der Begrenzung der Versatzstrecke erfolgt über ein oder mehrere Zugelemente passender Länge. Die Zugelemente sind so verformbar, dass sie platzsparend in der Gleitebene untergebracht werden können. Die Zugelemente werden in Ausnehmungen im Ober- bzw. Unterteil untergebracht, welche sich zu der Gleitebene hin öffnen. Damit sind sie bei dem aufgestellten Sperrelement im Ausgangszustand nicht sichtbar und vor Witterung und Verschmutzung geschützt.The form-fitting fixation of the two concrete parts to one another for the purpose of limiting the offset distance takes place via one or more tension elements of appropriate length. The tension elements are so deformable that they can be accommodated in the sliding plane to save space. The tension elements are accommodated in recesses in the upper and lower parts, which open towards the sliding plane. This means that they are not visible in the initial state when the barrier element is in place and are protected from the weather and dirt.

Als Zugelemente können Ketten, Stahlseile oder hochfeste Kunststoffseile verwendet werden.Chains, steel cables or high-strength plastic cables can be used as tension elements.

Die Zugelemente werden vorzugsweise an Ankerelementen wie z.B. Ringschrauben befestigt, die in den Ausnehmungen vertieft angebracht sind. Möglich ist auch das Zugelement z. B. in Form einer Kette mit der Bewehrung zu verbinden und in den Betonkörper von Unter- und/oder Oberteil einzugießen.The tension elements are preferably attached to anchor elements such as eyebolts, which are recessed in the recesses. The tension element is also possible e.g. B. to connect it to the reinforcement in the form of a chain and to pour it into the concrete body of the lower and/or upper part.

Durch ein definiertes Masseverhältnis zwischen Unter- und Oberteil und einen genau definierten Neigungswinkel zwischen den beiden Hauptkomponenten ist ein Aufschieben der Fahrzeugsperre möglich, auch wenn das Unterteil nicht am Untergrund verankert ist und falls nur geringe Reibungskräfte in der Kontaktebene zwischen Untergrund und Unterteil wirken sollten.Thanks to a defined mass ratio between the lower and upper parts and a precisely defined angle of inclination between the two main components, the vehicle lock can be pushed open, even if the lower part is not anchored to the ground and if only small frictional forces act in the contact plane between the ground and the lower part.

Für eine effektive Sperrwirkung muss in diesem Fall das Unterteil schwerer als das Oberteil sein. Dies wird einerseits durch die geometrische Gestaltung in Form des richtigen Volumenverhältnisses erreicht, andererseits wird das Masseverhältnis zusätzlich durch den Einsatz unterschiedlicher Betonarten verbessert. Das Unterteil soll daher vorzugsweise aus Schwerbeton mit einer Dichte von 2,7 bis 5,3 g/cm3 gefertigt werden und das Oberteil aus Normalbeton mit einer Dichte von 2,4 bis 2,6 g/cm3. Durch eine solche Materialwahl kann bei etwa gleichem Volumen der beiden Teile die Masse des Unterteils nahezu doppelt so groß sein wie die dies Oberteils.In this case, for an effective locking effect, the lower part must be heavier than the upper part. On the one hand, this is achieved through the geometric design in the form of the correct volume ratio, and on the other hand, the mass ratio is additionally improved through the use of different types of concrete. The lower part should therefore preferably be made from heavy concrete with a density of 2.7 to 5.3 g/cm 3 and the upper part from normal concrete with a density of 2.4 to 2.6 g/cm 3 . Through such a choice of material, with approximately the same volume of the two parts, the mass of the lower part can be almost twice as large as that of the upper part.

Die Masse des Unterteils sollte mindestens das 1,25fache der Masse des Oberteils betragen und vorzugsweise um mind. 50% schwerer sein.The mass of the lower part should be at least 1.25 times the mass of the upper part and preferably be at least 50% heavier.

Durch unterschiedliche Massen ergeben sich bei einem Anprall eines Körpers unterschiedliche Beschleunigungen von Unter- und Oberteil, selbst wenn die Kräfte zwischen dem Unterteil und dem Untergrund völlig außer Betracht gelassen würden. Im Sinne des Impulserhaltungsgesetzes führt der Stoß des anprallenden Körpers auf die Fahrzeugsperre nämlich dazu, dass das leichtere Oberteil auf eine größere Endgeschwindigkeit beschleunigt wird als das schwerere Unterteil. Dementsprechend ergibt sich eine Relativgeschwindigkeit zwischen Unter- und Oberteil, welche zur gewünschten Auffaltung der Fahrzeugsperre führt.Different masses result in different accelerations of the lower and upper parts when a body impacts, even if the forces between the lower part and the ground were completely ignored. In accordance with the law of conservation of momentum, the impact of the impacting body on the vehicle barrier causes the lighter upper part to be accelerated to a greater final speed than the heavier lower part. Accordingly, there is a relative speed between the lower and upper parts, which leads to the desired unfolding of the vehicle lock.

Der Neigungswinkel der Gleitebene zwischen Ober- und Unterteil beeinflusst die Höhe der Fahrzeugsperre in ihrer aufgefalteten Sperrstellung, sowie die Länge des horizontalen Hebels, der sich unter dem Kraftfahrzeug verkeilt. Vorzugsweise ist die in Anprallrichtung ansteigende Gleitebene in einem Winkel von 20° - 40° zur Aufstandsebene des Unterteils ausgerichtet.The angle of inclination of the sliding plane between the upper and lower parts influences the height of the vehicle lock in its unfolded locking position, as well as the length of the horizontal lever that is wedged under the motor vehicle. The sliding plane rising in the direction of impact is preferably aligned at an angle of 20° - 40° to the contact plane of the lower part.

Im geschlossenen Zustand der Fahrzeugsperre ist wenigstens einer der beiden Betonkörper an einer Außenfläche, vorzugsweise an allen Außenflächen, mit Polyurea oder Polyurethan (PUR) Dickbeschichtungen mit einer Dicke von 300µm bis 4mm oder einem ähnlichen geeigneten Material beschichtet.When the vehicle barrier is closed, at least one of the two concrete bodies is coated on an outer surface, preferably on all outer surfaces, with polyurea or polyurethane (PUR) thick coatings with a thickness of 300 μm to 4 mm or a similar suitable material.

Die PUR-Schicht dient einerseits dem Splitterschutz. Die sehr reißfeste PUR-Schicht soll die Betonsplitter im Inneren zusammenhalten und auf diese Weise eine Gefährdung von Passanten in der Nähe so weit wie möglich einschränken bzw. verhindern. Andererseits erhöht die PUR-Schicht die Reibung zum Untergrund deutlich und somit wird das Fahrzeug schneller zum Stillstand heruntergebremst. Des Weiteren schützt die PUR-Schicht die verhältnismäßig empfindliche Betonoberfläche gegen Abplatzungen und Oberflächenschäden beim Auf- und Abbauen der mobilen Fahrzeugsperre an unterschiedlichen Orten.On the one hand, the PUR layer serves as splinter protection. The very tear-resistant PUR layer is intended to hold the concrete splinters together inside and in this way limit or prevent danger to nearby passers-by as much as possible. On the other hand, the PUR layer significantly increases the friction with the ground and thus the vehicle is braked to a standstill more quickly. Furthermore, the PUR layer protects the relatively sensitive concrete surface against chipping and surface damage when setting up and dismantling the mobile vehicle barrier in different locations.

Ein Splitterschutz kann durch den Einsatz von Metall- und/oder Kunststofffasern im Stahlbeton ergänzt werden. Die Fasern halten die Betonsplitter nach dem möglichen Betonbruch zusammen. Somit bilden sich deutlich weniger kleine Splitter und die Gefährdung für Passanten in der Nähe wird weiter reduziert.Splinter protection can be supplemented by using metal and/or plastic fibers in reinforced concrete. The fibers hold the concrete splinters together after the concrete breaks. This means that significantly fewer small splinters form and the danger to nearby passers-by is further reduced.

Die Reibung kann zusätzlich durch eingegossene, angespitzte Bolzen, Dornelemente oder Zackenleisten an der Rückseite des Unterteils und/oder an der nach unten abkippenden Vorderkante des Oberteils erhöht werden. Hierbei sind die Bolzen vorzugsweise in einer PUR-Schicht verborgen und verkeilen sich erst bei dem Einschlag des Kraftfahrzeugs im Untergrund. Die den Aufprall verzögernden Kräfte zwischen der Fahrzeugsperre und dem Untergrund können auf diese Weise deutlich erhöht werden.The friction can also be increased by cast-in, sharpened bolts, mandrel elements or serrated strips on the back of the lower part and/or on the downward-tilting front edge of the upper part. The bolts are preferably hidden in a PUR layer and only become wedged into the ground when the motor vehicle hits the ground. The impact-decelerating forces between the vehicle barrier and the ground can be significantly increased in this way.

Eine weitere vorteilhafte Ausgestaltung der Fahrzeugsperre nach der Erfindung sieht vor, die Reibung zwischen Unter- und Oberteil gezielt zu minimieren. Daher wird zwischen den beiden Komponenten auf eine PU-Schicht verzichtet. Stattdessen soll in der Gleitebene der Reibungskoeffizient so gering wie möglich sein. Dies wird erreicht, indem z. B eine wenigstens eines der beiden Teile an der zur Gleitebene gewandten Seite mit einem Gleitelement wie einer Gleitplatte oder Gleitschiene aus Stahl oder Kunststoff versehen ist.A further advantageous embodiment of the vehicle lock according to the invention provides for the friction between the lower and upper parts to be specifically minimized. Therefore, there is no PU layer between the two components. Instead, the coefficient of friction in the sliding plane should be as low as possible. This is achieved by e.g. B at least one of the two parts is provided on the side facing the sliding plane with a sliding element such as a sliding plate or sliding rail made of steel or plastic.

Bevorzugt verhindern ein oder zwei formschlüssige Führungselemente in der Gleitebene einen seitlichen Versatz des Ober- und Unterteils im geschlossenen und im geöffneten Zustand sowie während des Aufschiebens des Absperrelementes. Die Führungselemente sind bevorzugt durch einen erhabenen Steg auf der Gleitebene an dem einen Teil und eine kompatible Nut in der Gleitebene an dem jeweils anderen Teil gebildet. Führungselemente sind insbesondere wegen der nach der Erfindung vorgesehenen Verwendung eines flexiblen Zugelements wie einer Kette sinnvolle Ausgestaltungen, damit eine bestimmte Richtung der Relativbewegung zwischen Ober- und Unterteil erzwungen werden kann.Preferably, one or two form-fitting guide elements in the sliding plane prevent a lateral displacement of the upper and lower parts in the closed and open states and while the shut-off element is being pushed on. The guide elements are preferably formed by a raised web on the sliding plane on one part and a compatible groove in the sliding plane on the other part. Guide elements are particularly useful configurations because of the use of a flexible tension element such as a chain provided according to the invention, so that a certain direction of relative movement between the upper and lower parts can be enforced.

In einer bevorzugten Ausstattung betragen die Gesamtabmaße der Fahrzeugsperre im geschlossenen Zustand im Wesentlichen in der Breite 1600 mm und in der Höhe 850 mm, bei einer Tiefe von 1000 mm. Dadurch ergeben sich folgende Massen:

  • Unterteil: 2.650 kg
  • Oberteil: 1.050 kg
  • Zugelement, z. B. Kette, und Zubehör: 20 kg
  • Gesamtmasse: 3.720 kg
In a preferred configuration, the overall dimensions of the vehicle barrier when closed are essentially 1600 mm wide and 850 mm high, with a depth of 1000 mm. This results in the following masses:
  • Lower part: 2,650 kg
  • Top: 1,050 kg
  • Tension element, e.g. B. Chain and accessories: 20 kg
  • Total mass: 3,720 kg

Ausführungsbeispiele der Erfindung werden nachfolgend unter Bezug auf die Zeichnungen erläutert. Es zeigen:

Fig. 1
eine Fahrzeugsperre nach einer ersten Ausführungsform der Erfindung im geschlossenen Zustand in perspektivischer Ansicht von vorn;
Fig. 2
die geschlossene Fahrzeugsperre in perspektivischer Ansicht von unten;
Fig. 3
die Fahrzeugsperre im aufgeschobenen Zustand in perspektivischer Ansicht von vorn;
Fig. 4
die Fahrzeugsperre im aufgeschobenen Zustand in teilweise geschnittener perspektivischer Ansicht von vorn;
Fig. 5
die Fahrzeugsperre mit voneinander abgehobenen Unter- und Oberteilen, in perspektivischer Ansicht von hinten, und
Fig. 6A
die geschlossene Fahrzeugsperre in Schnittdarstellung;
Fig. 6B
die aufgeschobene Fahrzeugsperre in Schnittdarstellung;
Fig. 7 - 9
die Fahrzeugsperre beim Anprall eines Fahrzeugrads in verschiedenen Bewegungsstadien, jeweils in seitlicher Ansicht;
Fig. 10
eine Sperranordnung mit mehreren verketteten Fahrzeugsperren in perspektivischer Ansicht;
Fig. 11
eine Fahrzeugsperre nach einer zweiten Ausführungsform der Erfindung im aufgeschobenen Zustand in perspektivischer Ansicht von vorn;
Fig. 12
die Fahrzeugsperre nach Figur 11 in perspektivischer Ansicht von hinten;
Fig. 13
eine Gegenüberstellung der Fahrzeugsperren nach den Figuren 1 und 11, jeweils in seitlicher Ansicht;
Fig. 14
die Fahrzeugsperren nach den Figuren 1 und 11 in gekippter Sperrstellung in überlagerter seitlicher Ansicht;
Fig. 15
eine dritte Ausführungsform einer Fahrzeugsperre 100" in perspektivischer Ansicht von unten; und
Fig. 16
die Fahrzeugsperre 100" nach Figur 15 in zwei überlagert gezeigten Stadien, jeweils in seitlicher Ansicht.
Embodiments of the invention are explained below with reference to the drawings. Show it:
Fig. 1
a vehicle lock according to a first embodiment of the invention in the closed state in a perspective view from the front;
Fig. 2
the closed vehicle barrier in a perspective view from below;
Fig. 3
the vehicle lock in the pushed state in a perspective view from the front;
Fig. 4
the vehicle lock in the pushed-on state in a partially cut perspective view from the front;
Fig. 5
the vehicle lock with the lower and upper parts separated from each other, in a perspective view from behind, and
Fig. 6A
the closed vehicle lock in a sectional view;
Fig. 6B
the postponed vehicle lock in a sectional view;
Fig. 7 - 9
the vehicle lock when a vehicle wheel impacts in different stages of movement, each in a side view;
Fig. 10
a perspective view of a locking arrangement with several chained vehicle locks;
Fig. 11
a vehicle lock according to a second embodiment of the invention in the pushed-on state in a perspective view from the front;
Fig. 12
the vehicle lock Figure 11 in perspective view from behind;
Fig. 13
a comparison of the vehicle locks according to the Figures 1 and 11 , each in a side view;
Fig. 14
the vehicle locks according to the Figures 1 and 11 in tilted locked position in superimposed side view;
Fig. 15
a third embodiment of a vehicle lock 100" in a perspective view from below; and
Fig. 16
the vehicle lock 100". Figure 15 in two stages shown superimposed, each in a side view.

Figur 1 zeigt eine mobile Fahrzeugsperre 100 nach einer ersten Ausführungsform der Erfindung im geschlossenen Ausgangszustand, also so, wie sich die Fahrzeugsperre 100 nach der Aufstellung im öffentlichen Raum präsentiert. Sie besteht im Wesentlichen aus einem Unterteil 10 und einem Oberteil 20, welche jeweils aus Stahlbeton gebildet sind und sich zu einem annähernd quaderförmigen Gesamtkörper ergänzen. Eine Vorderseite 11 des Unterteils 10 und eine Vorderseite 21 des Oberteils 20 sind zu der erwarteten Anprallrichtung eines Fahrzeugs hin ausgerichtet, welche durch den Blockpfeil angedeutet ist, wohingegen eine Rückseite 19 einer Schutzzone zugewandt ist. Figure 1 shows a mobile vehicle barrier 100 according to a first embodiment of the invention in the initial closed state, i.e. the way the vehicle barrier 100 appears after it has been set up in a public space. It essentially consists of a lower part 10 and an upper part 20, which are each made of reinforced concrete and complement each other to form an approximately cuboid overall body. A front side 11 of the lower part 10 and a front side 21 of the upper part 20 are aligned towards the expected impact direction of a vehicle, which is indicated by the block arrow, whereas a back side 19 faces a protection zone.

Eine Sperranordnung 200, die durch Kopplung mehrerer solcher Fahrzeugsperren 100 gebildet wird, ist in Figur 10 gezeigt. Die Fahrzeugsperren 100 sind dabei jeweils paarweise durch Koppelelemente 101 in Form von Ketten miteinander verbunden. Dadurch kann ein größerer Schutzbereich abgesperrt werden.A locking arrangement 200, which is formed by coupling several such vehicle locks 100, is in Figure 10 shown. The vehicle locks 100 are each in pairs by coupling elements 101 in the form of chains connected with each other. This allows a larger protection area to be cordoned off.

Das Oberteil 20 ist bei dem in Figur 1 dargestellten Ausführungsbeispiel an seiner Oberseite 25 mit einer Mulde 24 ausgebildet, die für dauerhaft an einem Ort stationierte Fahrzeugsperren 100 z. B. eine Bepflanzung ermöglicht. Bei vorübergehender Aufstellung können Pflanz- oder Dekorationskästen aufgenommen werden.The top part 20 is at the in Figure 1 illustrated embodiment is formed on its top 25 with a trough 24, which is used for vehicle barriers 100 permanently stationed at one location, for example. B. enables planting. If set up temporarily, plant or decorative boxes can be accommodated.

Weitere Ringschrauben 36 an der Oberseite dienen vor allem dazu, das Oberteil 20 auf das Unterteil 10 aufsetzen zu können bzw. es davon abnehmen zu können, so dass die Teile 10, 20 gesondert transportierbar oder einlagerbar sind. Eine entnehmbare Transportsicherung zwischen Ober- und Unterteil 10, 20 in Form eines Bolzens oder einer Verschraubung ist ebenso möglich, so dass die gesamte Fahrzeugsperre 100 über die Ringschrauben 36 an der Oberseite angehoben werden kann.Further eyebolts 36 on the top serve primarily to be able to place the upper part 20 on the lower part 10 or to remove it from it, so that the parts 10, 20 can be transported or stored separately. A removable transport lock between the upper and lower parts 10, 20 in the form of a bolt or screw connection is also possible, so that the entire vehicle lock 100 can be lifted via the eyebolts 36 on the top.

Der perspektivische Blick auf die Seitenfläche zeigt, dass beide Teile 10, 20 jeweils keilförmig ausgebildet sind und an einer Gleitebene G, welche durch Kontaktflächen 12, 22 gebildet wird, aneinander liegen. Eine etwas über die Kontaktfläche 12 am Unterteil 10 aufragende Begrenzungskante 18 legt das Oberteil 20 formschlüssig fest, so dass es nicht vom Unterteil 10 abrutschen kann.The perspective view of the side surface shows that both parts 10, 20 are each wedge-shaped and lie against each other on a sliding plane G, which is formed by contact surfaces 12, 22. A boundary edge 18, which projects slightly above the contact surface 12 on the lower part 10, secures the upper part 20 in a form-fitting manner so that it cannot slip off the lower part 10.

Wie insbesondere beim Blick auf die Unterseite in Figur 2 sichtbar, besitzt das Unterteil 10 an seiner Unterseite zwei Staplertaschen 13, um die Verladung der Fahrzeugsperre 100 zu erleichtern. Nicht nur an den beiden Seitenflächen, sondern auch an der Unterseite sind mit der inneren Stahlbewehrung des Unterteils 10 verbundene Ringschrauben 35 vorgesehen, um eine seitliche Verbindung oder Verkettung mehrerer Fahrzeugsperren 100 oder eine Verbindung mit Ankerpunkten am Untergrund zu ermöglichen. Möglich ist auch, ein über die Breite durchgehendes, eingebettetes Rohr vorzusehen, um darin eine Sperrkette durchzuführen.Like especially when looking at the underside in Figure 2 Visible, the lower part 10 has two forklift pockets 13 on its underside to make loading the vehicle barrier 100 easier. Eye bolts 35 connected to the inner steel reinforcement of the lower part 10 are provided not only on the two side surfaces, but also on the underside in order to enable a lateral connection or chaining of several vehicle barriers 100 or a connection to anchor points on the ground. It is also possible to provide an embedded tube that extends across the width in order to insert a barrier chain into it.

Die aufgeschobene bzw. entfaltete Sperrstellung ist in Figur 3 aus dem gleichen Blickwinkel wie in Figur 1 gezeigt. Das Unterteil 10 ist in seiner Position geblieben. Das Oberteil 20 ist relativ dazu in der Gleitebene zwischen den Kontaktflächen 12, 22 nach oben geschoben. Dadurch ragt auch eine spitz ausgebildete, rückwärtige Kante 25 des Oberteils 20 weit über das Unterteil 10 hinaus. Der Blick auf die Kontaktfläche 12 des Unterteils 10 zeigt, dass darin eine Ausnehmung 16 vorgesehen ist, in welcher eine Kette 30 als Zugelement untergebracht ist, welche Unter- und Oberteil 10, 20 formschlüssig miteinander verbindet. Außerdem sind auf der Kontaktfläche 12 zwei parallele Stege 17 als Führungselemente ausgebildet.The pushed-on or unfolded locking position is in Figure 3 from the same angle as in Figure 1 shown. The lower part 10 has remained in its position. The upper part 20 is pushed upwards relative to it in the sliding plane between the contact surfaces 12, 22. As a result, a pointed rear edge 25 of the upper part 20 also protrudes far beyond the lower part 10. A look at the contact surface 12 of the lower part 10 shows that a recess 16 is provided therein, in which a chain 30 is accommodated as a tension element, which connects the lower and upper parts 10, 20 to one another in a form-fitting manner. In addition, two parallel webs 17 are formed as guide elements on the contact surface 12.

Die aufgeschobene oder entfaltete Sperrstellung ist nochmals in einer leicht veränderten Form in Figur 4 dargestellt. Hierin ist das Oberteil 20 in der Mitte geschnitten dargestellt, sodass eine Ausnehmung 26 im Oberteil 20 sichtbar wird, die gemeinsam mit der Ausnehmung 16 des Unterteils 10 die als Zugelement dienende Kette 30 aufnimmt. Die Kette 30 ist an einem Ankerelement 32 in Form einer Ringschraube im Oberteil 20 und im Unterteil 10 an einem weiteren, hier nicht sichtbaren Ankerelement befestigt. In Figur 3 ist das Zugelement 30 gestrafft, das heißt, in dieser Position ist die durch die Länge des Zugelements 30 bestimmte, maximal mögliche Versatzstrecke zwischen Unterteil 10 und Oberteil 20 erreicht.The pushed-on or unfolded locking position is again in a slightly different form Figure 4 shown. Here, the upper part 20 is shown cut in the middle, so that a recess 26 in the upper part 20 is visible, which, together with the recess 16 of the lower part 10, accommodates the chain 30 serving as a tension element. The chain 30 is attached to an anchor element 32 in the form of an eyebolt in the upper part 20 and in the lower part 10 to another anchor element, not visible here. In Figure 3 the tension element 30 is tightened, that is, in this position the maximum possible offset distance between the lower part 10 and the upper part 20, which is determined by the length of the tension element 30, is reached.

Wie Figur 5 zeigt, in der ein vom Unterteil 10 leicht angehobenes Oberteil 20 von der Rückseite 19 der Fahrzeugsperre 100 her gesehen dargestellt ist, besteht das Gegenstück zu den Stegen 17 des Unterteils 10 in Aufnahmenuten 27, die in der Kontaktfläche 22 des Oberteils 20 ausgebildet sind. Durch den formschlüssigen Eingriff der Stege 27 in die Aufnahmenuten 27 werden Ober- und Unterteil 20, 10 schon beim Zusammenfügen lagerichtig zueinander positioniert und bei Transport und Aufstellung so gehalten. Beim Aufschieben der Fahrzeugsperre 100 im Falle eines Anpralls wird erreicht, dass das Oberteil 20 nur entlang der Gleitebene gegenüber dem Unterteil 10 verschoben wird, ohne seitlich weggeschoben zu werden oder zu rotieren.How Figure 5 shows, in which an upper part 20 slightly raised by the lower part 10 is shown as seen from the back 19 of the vehicle lock 100, the counterpart to the webs 17 of the lower part 10 consists of receiving grooves 27 which are formed in the contact surface 22 of the upper part 20. Due to the positive engagement of the webs 27 in the receiving grooves 27, the upper and lower parts 20, 10 are positioned in the correct position relative to one another when they are put together and are held in this way during transport and installation. When the vehicle lock 100 is pushed open in the event of an impact, the upper part 20 is only displaced along the sliding plane relative to the lower part 10, without being pushed away to the side or rotating.

Ein weiteres erwähnenswertes Detail ist die Einkerbung 28 am unteren vorderen Rand des Oberteils 20, die als Gegenstück zu der Begrenzungskante 18 des Unterteils 10 ausgebildet ist.Another detail worth mentioning is the notch 28 on the lower front edge of the upper part 20, which is designed as a counterpart to the boundary edge 18 of the lower part 10.

Figur 6A ist eine Schnittansicht der mobilen Fahrzeugsperre 100 im geschlossenen Ausgangszustand. Hieraus wird insbesondere die Lage der Ringschrauben 31, 32 in den Ausnehmungen 16, 26 und die Unterbringung des nicht gestrafften, lose liegenden Zugelements 30 darin deutlich. Das Oberteil 20 ruht auf dem Unterteil 10 und wird durch die Begrenzungskante 18 vor dem Abgleiten bewahrt. Figure 6A is a sectional view of the mobile vehicle lock 100 in the initial closed state. From this, the position of the eyebolts 31, 32 in the recesses 16, 26 and the accommodation of the non-tightened, loose tension element 30 therein become clear. The upper part 20 rests on the lower part 10 and is prevented from slipping by the boundary edge 18.

Figur 6B zeigt die Sperrstellung der Fahrzeugsperre 100. Das Oberteil 20 ist um die maximale Versatzstrecke V entlang der Gleitebene G nach hinten und oben verschoben, wobei es aufgrund der eigenen Masse wie auch wegen der Kopplung über das Zugelement 30 stets den Kontakt zum Unterteil 10 behält. Das Zugelement 30 ist gestrafft und begrenzt damit die Versatzstrecke V. Figure 6B shows the locked position of the vehicle lock 100. The upper part 20 is displaced backwards and upwards along the sliding plane G by the maximum offset distance V, whereby it always maintains contact with the lower part 10 due to its own mass as well as because of the coupling via the tension element 30. The tension element 30 is tightened and thus limits the offset distance V.

Die Funktion der erfindungsgemäßen Fahrzeugsperre 100 wird nachfolgend anhand der in den Figuren 7 bis 9 dargestellten Bewegungsfolge erläutert; die Figuren zeigen jeweils eine Fahrzeugsperre 100 mit einem Fahrzeug 2 in seitlicher Ansicht.The function of the vehicle lock 100 according to the invention is explained below based on the in Figures 7 to 9 the sequence of movements shown is explained; the figures each show a vehicle barrier 100 with a vehicle 2 in a side view.

In Figur 7 befindet sich ein Fahrzeug 2 unmittelbar vor der auf einem ebenen Untergrund 1 aufgestellten Fahrzeugsperre 100. Diese befindet sich noch im Ausgangszustand, das heißt, Unterteil 10 und Oberteil 20 liegen in der Gleitebene G vollständig aneinander und bilden optisch einen einheitlichen Körper. An der vom Fahrzeug 2 abgewandten Rückseite 19 befindet sich der zu schützende Bereich.In Figure 7 a vehicle 2 is located directly in front of the vehicle barrier 100, which is set up on a flat surface 1. This is still in the initial state, that is, the lower part 10 and upper part 20 lie completely against one another in the sliding plane G and visually form a uniform body. The area to be protected is located on the back 19 facing away from the vehicle 2.

In Figur 8 ist das Fahrzeug 2 mit seinem vorderen Bereich bereits in die Fahrzeugsperre 100 eingedrungen. Dadurch wird das Oberteil 20 zunächst in Pfeilrichtung entlang der Gleitebene G gegenüber dem Unterteil 10 verschoben, wobei die hintere Kante 25 herausgeschoben wird. Durch den Impuls des aufprallenden Fahrzeugs 2 kommt es, insbesondere nachdem die durch das Zugelement begrenzte, maximale Versatzstrecke erreicht wurde, auch zur Einleitung einer Kippbewegung, die durch den weiteren Pfeil rechts angedeutet ist, wobei der Drehpunkt durch die hintere untere Kante 15 gebildet ist.In Figure 8 the vehicle 2 has already penetrated the vehicle barrier 100 with its front area. As a result, the upper part 20 is initially displaced in the direction of the arrow along the sliding plane G relative to the lower part 10, with the rear edge 25 being pushed out. It comes from the impulse of the impacting vehicle 2, especially after the traction element limited, maximum offset distance has been reached, also to initiate a tilting movement, which is indicated by the further arrow on the right, the pivot point being formed by the rear lower edge 15.

Die Fahrzeugsperre 100 kippt um die Kante 15 nach hinten, bis die Kante 25 des Oberteils 20 auf dem Untergrund 1 einschlägt, wie in Figur 9 dargestellt. Da die Fahrzeugsperre 100 nun mit zwei Kanten 15, 25 auf dem Untergrund 1 aufliegt, ist die Wahrscheinlichkeit, dass wegen dort befindlicher Steine, Kanten usw. oder einem nachgebendem unbefestigten Untergrund usw. eine formschlüssige Festsetzung der Fahrzeugsperre 100 auf dem Untergrund 1 eintritt, wesentlich höher, als wenn eine glatte Fläche auf dem Untergrund 1 aufliegen würde.The vehicle lock 100 tilts backwards around the edge 15 until the edge 25 of the upper part 20 hits the ground 1, as in Figure 9 shown. Since the vehicle barrier 100 now rests with two edges 15, 25 on the surface 1, the probability that the vehicle barrier 100 will be positively fixed on the surface 1 due to stones, edges, etc. located there or a yielding unpaved surface, etc. is essential higher than if a smooth surface were to rest on the surface 1.

Ein vorteilhafter Aspekt der Erfindung ist, dass die Fahrzeugsperre 100 so dimensioniert ist, dass die Z-Konfiguration der Sperrstellung dazu führt, dass sich die ursprüngliche Vorderseite 11 des Unterteils 10 von unten in den Fahrzeugboden drückt und das Fahrzeug 2 angehoben wird.An advantageous aspect of the invention is that the vehicle lock 100 is dimensioned such that the Z configuration of the locking position results in the original front side 11 of the lower part 10 being pressed into the vehicle floor from below and the vehicle 2 being lifted.

Figur 11 zeigt eine mobile Fahrzeugsperre 100' nach einer zweiten Ausführungsform der Erfindung im ausgefahrenen Sperrzustand. Figure 11 shows a mobile vehicle lock 100 'according to a second embodiment of the invention in the extended locking state.

Sie ist in der Grundkonfiguration sehr ähnlich zu der zuvor beschriebenen Ausführungsform der Fahrzeugsperre 100 ausgebildet. Sie besteht wiederum aus einem Unterteil 10` und einem Oberteil 20', welche jeweils aus Stahlbeton gebildet sind und sich zu einem annähernd quaderförmigen Gesamtkörper ergänzen. Eine Vorderseite 11' des Unterteils 10' und eine Vorderseite 21' des Oberteils 20' sind zu der erwarteten Anprallrichtung eines Fahrzeugs hin ausgerichtet, welche durch den Blockpfeil angedeutet ist, wohingegen eine Rückseite 19' der Schutzzone zugewandt ist.The basic configuration is very similar to the previously described embodiment of the vehicle lock 100. It in turn consists of a lower part 10' and an upper part 20', which are each made of reinforced concrete and complement each other to form an approximately cuboid overall body. A front side 11' of the lower part 10' and a front side 21' of the upper part 20' are oriented towards the expected impact direction of a vehicle, which is indicated by the block arrow, whereas a back side 19' faces the protection zone.

Das Oberteil 20' ist auch hier an seiner Oberseite 25 mit einer Mulde 24' ausgebildet, und besitzt Ankerelemente 36 in Form von Ringschrauben an der Oberseite. An seiner Unterseite ist eine Kontaktfläche 22' ausgebildet, mit der es auf einer Kontaktfläche 12' des Unterteil 10' aufliegt. Das Oberteil 20 ist in der Ansicht von Figur 11 relativ zum Unterteil 10' nach oben geschoben. Dadurch ragt auch eine spitz ausgebildete, rückwärtige Kante 25 des Oberteils 20 weit über das Unterteil 10 hinaus.Here too, the upper part 20' is formed with a trough 24' on its upper side 25 and has anchor elements 36 in the form of eyebolts on the upper side. A contact surface 22' is formed on its underside, with which it rests on a contact surface 12' of the lower part 10'. The top 20 is in the view of Figure 11 pushed up relative to the lower part 10 '. As a result, a pointed rear edge 25 of the upper part 20 also protrudes far beyond the lower part 10.

Der Blick auf die Kontaktfläche 12' des Unterteils 10' zeigt, dass darin eine Ausnehmung 16 vorgesehen ist, in welcher eine Kette als Zugelement 30 untergebracht ist. Dieses ist an einem Ankerelement 32 im Unterteil und einem weiteren Ankerelement im Oberteil festgelegt. Außerdem sind auf der Kontaktfläche 12' zwei parallele Stege 17 als Führungselemente ausgebildet. Seitliche Verbindungen sind über weitere Ringschrauben 35 möglich. Eine etwas über die Kontaktfläche 12' am Unterteil 10' aufragende Begrenzungskante 18' legt das Oberteil 20' formschlüssig fest, so dass es nicht vom Unterteil 10 abrutschen kann.A look at the contact surface 12' of the lower part 10' shows that a recess 16 is provided therein, in which a chain is accommodated as a tension element 30. This is fixed to an anchor element 32 in the lower part and another anchor element in the upper part. In addition, two parallel webs 17 are formed as guide elements on the contact surface 12'. Lateral connections are possible using additional eyebolts 35. A boundary edge 18', which projects slightly above the contact surface 12' on the lower part 10', secures the upper part 20' in a form-fitting manner so that it cannot slip off the lower part 10.

Insoweit stimmt die mobile Fahrzeugsperre 100' nach der zweiten Ausführungsform mit dem ersten Ausführungsbeispiel überein.In this respect, the mobile vehicle barrier 100′ according to the second embodiment corresponds to the first embodiment.

Der perspektivische Blick auf die Seitenfläche in Figur 12 zeigt den Unterschied. Zwar sind beide Teile 10', 20' weiterhin jeweils im Wesentlichen keilförmig ausgebildet und besitzen aneinander liegende Kontaktflächen 12', 22' . Diese sind aber nicht eben ausgebildet, sondern besitzen jeweils eine Bogenform mit einer konkaven Kontaktfläche 12' am Unterteil 10' und einer konvexen Kontaktfläche 22'.The perspective view of the side surface in Figure 12 shows the difference. Both parts 10', 20' are still essentially wedge-shaped and have contact surfaces 12', 22' lying against one another. However, these are not flat, but each have an arc shape with a concave contact surface 12 'on the lower part 10' and a convex contact surface 22'.

Die Unterschiede zwischen den beiden Typen von Fahrzeugsperren 100, 100' werden aus der überlagerten seitlichen Darstellung in Figur 13 deutlich. Dort sind eine Fahrzeugsperre 100 nach der ersten Ausführungsform links und eine Fahrzeugsperre 100' nach der zweiten Ausführungsform rechts gegenübergestellt. Bei beiden Ausführungsformen ist jeweils die aufgefaltete Sperrstellung mit der Ausgangsstellung überlagert dargestellt.The differences between the two types of vehicle barriers 100, 100 'are shown in the superimposed side illustration in Figure 13 clearly. There are a vehicle lock 100 according to the first embodiment on the left and a vehicle lock 100 'according to the second embodiment on the right. In both embodiments, the unfolded locking position is shown superimposed on the starting position.

Bei gleichen Abmaßen im Ausgangszustand und insbesondere einer gleichen, an der Oberkante des Oberteils 20' bestimmten Höhe im Ausgangszustand ermöglicht die konkave-konkave Ausbildung der Gleitfläche bei der Fahrzeugsperre 100', dass die obere rückwärtige Kante 25' des Oberteils 20' um etwa 40% höher ausgeschoben wird als die Kante 25 des Oberteils 20 der Fahrzeugsperre 100.With the same dimensions in the initial state and in particular a same height in the initial state determined on the upper edge of the upper part 20 ', the concave-concave design of the sliding surface enables the Vehicle lock 100 'that the upper rear edge 25' of the upper part 20' is pushed out approximately 40% higher than the edge 25 of the upper part 20 of the vehicle lock 100.

Daraus ergibt sich, wie die überlagerte Darstellung beider Fahrzeugsperren 100, 100' in Figur 14 zeigt, auch eine größere Abstützweite zwischen den Kanten 15 und 25 bzw. 25' am Untergrund, wenn die Fahrzeugsperre 100, 100' gekippt sind. Durch eine größere Abstützweite wird das Überfahren der Fahrzeugsperre 100' erschwert. Der Vergleich in Figur 14 zeigt auch den Unterschied, dass bei der Fahrzeugsperre 100 eine Gleitebene G gebildet ist und bei der Fahrzeugsperre 100 eine gekrümmte Gleitfläche G'.This results in the superimposed representation of both vehicle locks 100, 100 'in Figure 14 shows also a larger support distance between the edges 15 and 25 or 25 'on the ground when the vehicle lock 100, 100' are tilted. A larger support distance makes driving over the vehicle barrier 100' more difficult. The comparison in Figure 14 also shows the difference that a sliding plane G is formed in the vehicle lock 100 and a curved sliding surface G 'is formed in the vehicle lock 100.

Figur 15 stellt in einer perspektivischen Ansicht eine dritte Ausführungsform einer Fahrzeugsperre 100" dar. Diese unterscheidet sich von der Fahrzeugsperre 100 nach der ersten Ausführungsform allein darin, dass im Bereich einer rückwärtigen Kante 15" eines Unterteils 10" mehrere von der Kante 15" abgespreizte Dornelemente 14" in den Betonkörper eingelassen sind. Diese sind vorzugsweise mit der Bewehrung im Unterteil 10" verbunden. Das Oberteil 20 und das Zugelement dazwischen sind völlig unverändert. Figure 15 shows a perspective view of a third embodiment of a vehicle lock 100". This differs from the vehicle lock 100 according to the first embodiment only in that in the area of a rear edge 15" of a lower part 10" there are several mandrel elements 14" spread apart from the edge 15". are embedded in the concrete body. These are preferably connected to the reinforcement in the lower part 10". The upper part 20 and the tension element between them are completely unchanged.

In Figur 16 ist die Fahrzeugsperre 100" in zwei überlagert gezeigten Stadien jeweils in seitlicher Ansicht gezeigt. Dabei wird deutlich, dass bei der dargestellten, bevorzugten Ausführungsform die Dornelemente 14" im Ausgangszustand noch nicht in den Untergrund 1 eindringen, da sonst die hintere Kante 15" beim Aufstellen auf einem befestigten Untergrund 1 keinen Kontakt zum Untergrund 1 hätte und der oben beschriebene Kipp- und Abrollvorgang um die Kante 15" beim Anprall nicht eingeleitet werden kann. Sobald jedoch die Kippbewegung einsetzt, bilden die Dornelemente 14" recht bald den untersten Punkt, so dass die Gewichtskräfte des auf die Fahrzeugsperre 100" aufgefahrenen Fahrzeugs und der Sperre selbst das Eindringen der Dornelemente 14" in den Untergrund 14" bewirken.In Figure 16 the vehicle lock 100" is shown in two superimposed stages, each in a side view. It is clear that in the preferred embodiment shown, the mandrel elements 14" do not yet penetrate into the ground 1 in the initial state, otherwise the rear edge 15" will break when set up on a paved surface 1 there would be no contact with the surface 1 and the tipping and rolling process described above around the edge 15" cannot be initiated upon impact. However, as soon as the tilting movement begins, the mandrel elements 14" soon form the lowest point, so that the weight forces of the vehicle driving onto the vehicle barrier 100" and the barrier itself cause the mandrel elements 14" to penetrate into the ground 14".

Claims (14)

  1. Mobile vehicle barrier (100; 100'; 100") for setting up on flat ground (1),at least containing a lower part (10; 10'; 10") and an upper part (20; 20'), wherein:
    - between a lower part (10; 10'; 10") and an upper part (20; 20') a sliding plane (G) rising from a vehicle impact side to a rear side (19) or a curved sliding surface (G') is provided which is formed between adjacent contact surfaces (12, 22) and/or sliding elements on the upper and lower part (10, 20; 10'; 20'; 10"), wherein the upper part (20; 20') is displaceable in relation to the lower part (10);
    - an offset section (V) of the upper part (20; 20') in relation to the lower part (10; 10'; 10"), is defined by a positive connection of the lower part (10; 10'; 10") and the upper part (20; 20'), and
    - the lower part (10; 10'; 10") and the upper part (20; 20') are made of concrete
    characterized
    - in that the lower part (10) and the upper part (20) are connected in a positive connection via at least one deformable traction element (30) which extends beyond the sliding plane (G) or the sliding surface (G'), and
    - that, in the initial state of the mobile vehicle barrier (100; 100'; 100"), the traction element (30) is received by and therefore connected to at least one recess (16, 26) in the lower part (10; 10'; 10") and/or the upper part (20; 20'), said recess opening towards the sliding pane (G) or the sliding surface (G').
  2. Vehicle barrier (100; 100'; 100") according to Claim 1, characterized in that
    - the traction element (30) is connected to the upper and lower part (10; 20; 10'; 20'; 10") by at least anchor element (31, 32), and
    - the anchor elements (31, 32) and the traction element (30) are received by and therefore to anchored in recesses (16,26) in the lower part (10; 10'; 10") and/or the upper part (20; 20'), said recesses opening towards the sliding plane (G) or the sliding surface (G').
  3. Vehicle barrier (100; 100'; 100") according to Claim 1 or 2, characterized in that the traction element (30) is a chain or steel cable.
  4. Vehicle barrier (100; 100'; 100") according to at least one of the preceding claims, characterized in that the lower part (10; 10'; 10") is connected to a solid ground (1) and/or has friction enhancing structures on an underside.
  5. Vehicle barrier (100") according to at least one of the preceding claims, characterized in that the lower part (10; 10'; 10") contains bolts, spikes (14) and jagged ledges which penetrate the ground (1).
  6. Vehicle barrier (100; 100'; 100") according to at least one of the preceding claims, characterized in that the mass of the lower part (100; 100'; 100") is at least 1,25 times the mass of the upper part (20; 20').
  7. Vehicle barrier (100; 100'; 100") according to Claim 6, characterized in that the lower part (10; 10'; 10") is made of heavy concrete with a density of 2,7 to 5,3 g/cm3 and the upper part is made of regular concrete with a density of 2,4 to 2,6 g/cm3.
  8. Vehicle barrier (100) according to at least one of the preceding claims, characterized in that the upper part (20; 20') and/or the lower part (10; 10'; 10") are respectively designed as concrete bodies which contain embedded plastic and/or steel fibers.
  9. Vehicle barrier (100; 100'; 100") according to at least one of the preceding claims, characterised in that the vehicle barrier (100; 100'; 100") is coated on at least one surface with a thick coating of polyurea or polyurethane having a thickness of 300 µm to 4 mm.
  10. Vehicle barrier (100; 100'; 100") according to at least one of the preceding claims, characterised in that the vehicle barrier (100; 100'; 100"), in a locking position in which the upper part (20; 20') is displaced by an offset section (V) of at least 30% of the length of the sliding plane (G) relative to the lower part (10; 10'; 10"), assumes an L-shaped or Z-shaped configuration in lateral view.
  11. Vehicle barrier (100; 100'; 100") according to at least one of the preceding claims, characterised in that on at least one of the parts (10, 20; 10'; 20') in the sliding plane (G) or the sliding surface (G') a guiding element (17; 17') is formed and that on the part (20; 20') opposite to the guiding element (17; 17') in the sliding plane (G) a receiving groove (27; 27') for the guiding element (17; 17') is formed.
  12. Vehicle barrier (100; 100'; 100") according to at least one of the preceding claims, characterised in that at least one sliding plate and/or at least one sliding element made of steel or plastic is inserted in the sliding plane (G) or the sliding surface (G') on at least one of the parts (10, 20; 10', 20'; 10").
  13. Vehicle barrier (100; 100'; 100") according to at least one of the preceding claims, characterised in that the overlap of the upper part (20; 20') and the lower part (10; 10'; 10") in the sliding plane (G) or sliding surface (G') in an unfolded locking position of the vehicle barrier (100; 100'; 100") is at least 55% of the total offset section (V) along the sliding plane (G) or the curved sliding surface (G').
  14. Vehicle barrier arrangement (200) having a plurality of vehicle barriers (100; 100'; 100"), each designed in accordance with one of the preceding claims, which are set up laterally next to one another and are connected to one among themselves in pairs by at least one coupling element (101) which is resistant to tension.
EP21171012.4A 2020-04-28 2021-04-28 Mobile vehicle lock for installation on a flat surface Active EP3904600B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP21205317.7A EP4083324B1 (en) 2020-04-28 2021-10-28 Mobile vehicle lock for installation on a flat surface and method of installing this mobile vehicle lock on a hard surface

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102020111581.4A DE102020111581A1 (en) 2020-04-28 2020-04-28 Mobile vehicle lock

Publications (3)

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EP3904600A1 EP3904600A1 (en) 2021-11-03
EP3904600B1 true EP3904600B1 (en) 2023-10-04
EP3904600C0 EP3904600C0 (en) 2023-10-04

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EP21171012.4A Active EP3904600B1 (en) 2020-04-28 2021-04-28 Mobile vehicle lock for installation on a flat surface
EP21205317.7A Active EP4083324B1 (en) 2020-04-28 2021-10-28 Mobile vehicle lock for installation on a flat surface and method of installing this mobile vehicle lock on a hard surface

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EP21205317.7A Active EP4083324B1 (en) 2020-04-28 2021-10-28 Mobile vehicle lock for installation on a flat surface and method of installing this mobile vehicle lock on a hard surface

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DE (1) DE102020111581A1 (en)

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Publication number Priority date Publication date Assignee Title
DE102020111581A1 (en) 2020-04-28 2021-10-28 Tenwinkel Gmbh & Co. Kg Mobile vehicle lock

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Publication number Priority date Publication date Assignee Title
FR2954786B1 (en) 2009-12-29 2011-12-09 Renaud Rigomer BARRIER TYPE TERMINAL
DE102017108226A1 (en) 2017-04-18 2018-10-18 Laumer Ingenieurbüro Gmbh Security system with concrete barriers
DE102018109561A1 (en) 2017-04-21 2018-10-25 Mohammad Izadpanahi Access locking device
DE102017120866A1 (en) 2017-05-26 2018-11-29 Simone Niemann Motor vehicle lock
DE102020111581A1 (en) 2020-04-28 2021-10-28 Tenwinkel Gmbh & Co. Kg Mobile vehicle lock

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EP4083324C0 (en) 2023-07-19
EP3904600C0 (en) 2023-10-04
EP4083324B1 (en) 2023-07-19
DE102020111581A1 (en) 2021-10-28
EP3904600A1 (en) 2021-11-03
EP4083324A1 (en) 2022-11-02

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